Vehicle gate mechanism

ABSTRACT

A vehicle gate is mounted for pivotal movement about a horizontal axis which is generally coincident with the surface of the roadway, and spring means are provided to normally maintain the gate in an upright position. A crank is nonrotatably associated with the pivot shaft for the gate, and has a notch therein adapted to receive a latch bar. A lock and operating mechanism is so located that it is adjacent the passenger compartment of the vehicle when the vehicle is stopped on an approach side of the gate. Mechanism is provided for maintaining the latch bar in elevated condition and out of the notch, after unlocking and operation of the lock and operating mechanism, without the necessity of driving the vehicle against the gate. Thus, the operator (driver) may both unlock and lock the lock mechanism without moving the vehicle at all, yet the gate will relatch, after driving of the vehicle thereover and therethrough, without the necessity of any further action on the part of the operator. The spring means and the mechanisms are all located above ground, thus eliminating the necessity for making substantial excavations when the vehicle gate is constructed, and preventing the possibility of malfunction caused by freezing of water in excavated regions.

United States Patent [191 Walker [111 3,854,243 [451 Dec. 17,1974

[ VEHICLE GATE MECHANISM Raymond Andre Walker, Orange, Calif.

[73] Assignee: Stang Hydronics Inc., Orange, Calif.

[22] Filed: Aug. 28, 1973 [21] App]. No.: 392,205

[75] Inventor:

3,775,912 l2/l973 Walls 49/131 Primary Examiner-Kenneth Downey Attorney,Agent, or FirmRichard L. Gausewitz [57] ABSTRACT A vehicle gate ismounted for pivotal movement about a horizontal axis which is generallycoincident with the surface of the roadway, and spring means areprovided to normally maintain the gate in an upright position. A crankis nonrotatably associated with the pivot shaft for the gate, and has anotch therein adapted to receive a latch bar. A lock and operatingmechanism is so located that it is adjacent the passenger compartment ofthe vehicle when the vehicle is stopped on an approach side of the gate.Mechanism is provided for maintaining the latch bar in elevatedcondition and out of the notch, after unlocking and operation of thelock and operating mechanism, without the necessity of driving thevehicle against the gate. Thus, the operator (driver) may both unlockand lock the lock mechanism without moving the vehicle at all, yet thegate will relatch, after driving of the vehicle thereover andtherethrough, without the necessity of any further action on the part ofthe operator. The spring means and the mechanisms are all located aboveground, thus eliminating the necessity for making substantialexcavations when the vehicle gate is constructed, and preventing thepossibility of malfunction caused by freezing of water in excavatedregions.

16 Claims, 9 Drawing Figures RT Nb R N TW PAIENTEU m1 11914 3.854.243

sum 30F 4 MHIHIHM VEHICLE GATE MECHANISM BACKGROUND OF THE INVENTION I.Field of the Invention This invention relates to the field oflatching-type vehicle gates which are provided in fences or walls, andwhich are adapted to be pushed and driven through by automobiles ortrucks. The invention is particularly related to horizontal-axis vehiclegates having selectivelyoperable lock mechanisms.

2. Description of Prior Art Prior-art reference is hereby made tocopending patent application Ser. No. 233,471, for a Horizontal- AxisVehicle Gate Incorporating Locking Mechanism, inventor John H. Walls,and is also made to the patents cited on page 2 of said patentapplication.

Although the vehicle gate described and claimed in said patentapplication Ser. No. 233,471 is a major advance in the art, thereremainded two major additional advances to be made in order to make thegate suitable for use without stopping the vehicle more than once oneither side of the gate and for economical installation and long use inall types of climates.

Stated more specifically, the gate specifically described andillustrated in said patent application required that the operator(driver) stop his vehicle adjacent the lock station, then unlock thegate, then move his vehicle forward against the gate to pivot the same adistance sufficient to cause the latch bar to remain out of theassociated notch, then reach back and relock the gate, and then continuedriving the vehicle over and through the gate. The mechanism describedherein eliminates the necessity of thus driving the vehicle against thegate and then reaching back and relocking the padlock or other lockingmeans.

Furthermore, the mechanism specifically described and illustrated insaid patent application necessitated the making of substantialexcavations in order to receive the counterweights and also therelatively largediameter disc which (when pivoted) maintained the latchbar in elevated condition. In accordance with the present construction,no substantial excavations are necessary. This not only minimizes theexpense of installation of the gate, but also eliminates the possibilitythat water will enter the excavated regions, freeze, and thereby impedemovement of the counterweight and other means.

In addition to the above, the mechanism specifically shown and describedin said patent application required that a shaft extend through thelarge pivot shaft for the gate, in order to operate the latch mechanismfrom one of the lock stations. In the present mechanism, this shaft isreplaced by a simple and economical cable.

SUMMARY OF THE INVENTION In its preferred form, the vehicle gate ismounted for pivotal movement about a horizontal axis which is adjacentthe roadway.

A crank on the pivot shaft of the gate has a notch which receives avertically-movable latch element, whereby the gate is normally latched.A first latchactuating means is remote-operated, from either of twolocking stations, and lifts the latch element a first predeterminedamount to a first predetermined elevation. Furthermore, means areprovided to interrelate the first latch-actuating means and the latchelement in such manner that the latch element remains at said firstpredetermined elevation despite the fact that the operator (driver), atthe locking station, effects relocking of the lock means at suchstation. Second latch-actuating means are provided to lift the latchelement a second predetermined amount to a second and higher elevation,in response to pushing of the vehicle against the gate, therebyreleasing the first latch-actuating means for return to its initialposition.

Means are provided to maintain the latch element at or near such secondpredetermined elevation while the vehicle passes through the gate. Thelast-mentioned means is a special mechanism which is mounted, and alwaysremains, above ground level.

It is a feature of the invention that the first latchactuating means isremote-operated in a simple manner, from either lock station, by cablesone of which extends through the pivot shaft of the gate.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an isometric view showing avehicle gate incorporating the present invention;

FIG. 2 is an enlarged isometric view showing one of the two identicallocking and operating stations for the gate;

FIG. 3 is a schematic isometric view showing various critical parts ofthe latching, latch-actuating and springbias means of the gatemechanism;

FIG. 4 is a vertical sectional view taken longitudinally of the gate atthe left end thereof as viewed in FIG. 1, showing in elevation the partswithin the verticallyelongated housing;

FIG. 5 is a sectional view taken on line 5-5 of FIG.

FIG. 6 is a fragmentary sectional view taken on line 6-6 of FIG. 4;

FIG. 7 is an enlarged sectional view taken on line 77 of FIG. 4 andshowing the crank and certain associated mechanism, in the positionsassumed when the gate is in vertical or closed condition;

FIG. 8 corresponds to FIG. 7 but shows the positions of the parts whenthe gate is pivoted ninety degrees in one direction; and

FIG. 9 corresponds to FIG. 7 but shows the positions of the parts whenthe gate is pivoted ninety degrees in the opposite direction.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT The vehicle gate isillustrated at 10 in FIG. 1, and incorporates means, not shown, toprevent damage thereto when a vehicle is driven thereover. The main bodyof the gate is a crank about a main horizontal pivot shaft 1 l which isdisposed adjacent the surface of the roadway. The pivot shaft 11 isjournaled in bearings 12 shown in FIGS. 1, 4 and 5, which bearings areanchored (through a floorplate) to a concrete slab indicated at 13 inFIG. 1.

The bearings 12 shown in FIG. 4 are disposed at the lower end of avertically-elongated housing 14 which is located at one end of gate 10.A second and smaller housing 16 contains additional bearings, not shown,and also contains a pulley for a cable from a lock station. Since thecontents of the second and smaller housing 16 consist only of suchpulley and the bearings, only the housing 14 and its contents are shownand described in detail.

Gate 10, and the vertically-elongated housing 14, are interposed in afence which is represented in phantom at 17. In order to pass over thegate and thus through the fence, a vehicle is driven up to one of twolock and operating stations 18 which substitute for those described indetail in the above-cited copending patent application Ser. No. 223,471.Only one of the stations 18 is shown, it being understood that the otheris located on the opposite side of the roadway and on the opposite sideof the gate as described in the cited patent application. The positionsof the lock and operating stations are such that they are convenientlyreached by the operator while sitting in the passenger compartment(drivers seat) of a vehicle, which vehicle is disposed on the roadwayand facing the gate.

The vertically-elongated housing 14 is removably mounted over a floorplate 20 which, in turn, is anchored to the concrete slab 13 of FIG. 1.A vertical mounting plate 21, having an opening 22 therein through whichthe shaft 11 extends, is rigidly anchored to floor plate 20. Means, notshown, are provided to lock the housing 14 in position, so that themechanism contained therein cannot be tampered with.

The upper edge of mounting plate 21 is notched at 23 to receive thelower horizontal edge of a verticallymovable. latch element or bar 24.Latch element 24, in turn, extends upwardly through openings in a guidebracket 26 which is fixedly mounted on a support frame 27. Bracket 26 isso constructed that element 24 can only move vertically. The frame 27extends upwardly, far above latch 24, for the purpose of supportingspring and snubbing means described below.

To hold the gate in closed (vertical) condition, a lower edge of latchelement 24 rests not only in notch 23 but also in a notch 28 in anupwardly-extending crank 29 which is welded to the end of gate shaft 11.The guide bracket 26 and the mounting plate 21 cooperate to hold latchelement 24 in position despite any pressure exerted on gate 10, so thatthe crank 29 can-' not move and, therefore, the gate is prevented fromopening in either direction.

A first latch-actuating means 31 is slidably mounted on mounting plate21, being adapted when actuated to move upwardly at an incline. Statedmore specifically, the first latch-actuating means 31 is an elongatedinclined bar (FIGS. 3 and 6) having longitudinal slots 32 therein toreceive mounting bolts 33 which extend into the plate 21. Thus, themounting bolts 33 not only guide the bar 31 but can also limit theextent of travel thereof. The latch-actuating bar 31 tends to movedownwardly and to the left, as viewed in FIG. 6, not only because of theeffects of gravity but also because a tension spring 34 is connectedthereto from mounting plate 21.

To shift the latch-actuating bar 31 upwardly at an incline, two flexiblecables 36 and 37 are connected thereto. Cable 36 is connected to theupper end of bar 31, and extends outwardly through housing 14, beingenclosed in a pipe 38 which extends to one of the lock and operatingstations 18. The other cable, number 37, is connected to the lower endof bar 31, and extends around a pulley 39 and then passes through thefull length of pivot shaft 11, which is hollow. When it reaches theinterior of small housing 16 (FIG. 1), the cable 37 passes around asecond pulley (not shown) which corresponds to pulley 39, followingwhich it passes through a second pipe 38a (FIG. 1) to the remaining lockand operating station.

Pulling on either of cables 36 or 37, by an operator (vehicle driver) atone of the lock and operating stations 18, on either side ofthe gate 10,effects upward sliding of the first latch-actuator means 31. Thiseffects lifting of latch element 24 a first predetermined distance to afirst predetermined elevation. Such lifting is effected by a cam portion41 on the upper edge of bar 31, the cam portion having an upperhorizontal edge in engagement with the lower edge of latch element 24whereby to lift the latch element as the bar 31 is slid upwardly.

Means are provided to maintain the first latch- I actuating means 31 atits upwardly-shifted position even after tension on the associated cable36 or 37 is released by the operator, so that the operator can, withoutre-latching the gate, re-lock the lock means at either of stations 18.Such means is illustrated to comprise a vertical shoulder 42 formed inthe upper edge of cam portion 41 and adapted to engage a vertical faceof latch element 24 (the right face thereof, as shown in FIG. 6) afterthe bar 31 has been shifted a sufficient distance-to the right, asviewed in FIG. 6.

Thus, either cable 36 or 37 is pulled until shoulder 42 shifts past theright face (FIG. 6) of latch element 24, following which the cable isreleased. Upon release of the cable, a combination of the force ofgravity and operation of return spring 34 shifts the bar 31 a shortdistance to the left in FIG. 6, causing shoulder 42 to engage the rightface of latch element 24 and thereby prevent additional downwardshifting of bar 31. Since bar 31 cannot move downwardly through anadditional distance, it follows that the latch element 24 is stillmaintained elevated in a position at which the lower edge thereof restson the upper edge of cam portion 41 at a region to the left of shoulder42. Such upper edge region of cam portion 41 is only a short distancebelow the edge region to the right of shoulder 42 (as viewed in FIGS. 3and 6).

In order to be sure that he has shifted bar 31 sufficiently far that theshoulder 42 will pass beneath and past latch element 24, the operatormay either shift the bar 31 until the lower ends of slots 32 engagebolts 33, or he may listen for the sounding of a bell 43 or othersignal. For example, and referring to FIG. 6, bell 43' is shown asmounted on the frame means 27, being operated or sounded by a leafspring 44 which extends upwardly from the upper end of bar 31. As soonas the leaf spring snaps beneath the lower edge of the bell 43, the bellsounds and the operator knows that the bar 31 has been shiftedsufficiently far that he may release the cable and effect re-locking ofthe lock element at station 18.

Because the cable is flexible, it has a lost-motion characteristicpermitting re-locking of the locking element despite the continuance ofbar 31 in elevated condition.

Because there is only a very slight difference in elevation between theupper edge regions of cam portion 41 on opposite sides of shoulder 42,the assumption may be made that the latch element 24 is lifted the firstpredetermined distance to the first predetermined elevation regardlessof which of the regions is being employed to support the latch element.

The operator (driver of the vehicle) having re-locked the lock means ateither lock station 18, he is then ready to drive the vehicle over inthrough the gate. Second latch-actuating means are provided to cause thefirst increment of pivotal movement of the gate 10, caused by initialengagement between the front end of the vehicle and the gate, to effectadditional upward shifting of latch element 24 a second predetermineddistance to a second predetermined elevation. Such second predeterminedlifting of the latch element 24 is sufficient to lift the lower edge oflatch 24 above shoulder 42, and thereby permit the first latch-actuator31 to shift downwardly (due to gravity, and spring bias) to its initialposition.

The second latch-actuating means referred to in the preceding paragraphare, in the present embodiment, cam surfaces 46 which are best shown inFIGS. 79. Referring particularly to FIG. 7, the latch element 24 isshown in its lowermost (latching) position which completely preventspivotal movement of crank 29 and thus of gate 10. However, after thelatch element 24 has been lifted to the first predetermined elevation,which elevation is such that the lower edge of latch element 24 is thenat or near the elevation indicated at E" in phantom lines, the camsurfaces 46 become operative to further lift the latch element 24 inresponse to pushing on the gate and consequent rotation of crank 29.Such lifting continues until the lower edge of latch element 24 iscompletely out of the notch and is supported on one of the upper edgeregions 47 or 48 shown in FIG. 7-9.

To amplify upon the above, it is pointed out that (as shown in FIG. 7)the side walls of notch 28 in crank 29 are vertical, parallel to thewalls of latch element 24, and do not permit any pivotal movement ofcrank 29 or of the crank or the gate. However, such side walls'of thenotch merge with upwardly and outwardly inclined cam surfaces 46 whichconstitute upward extensions of the side walls of the notch and are soinclined that pressing on the gate creates a cam action whereby thelatch 24 is further lifted until the lower edge thereof rests on eitherof regions 47 or 48.

If the element 29 were a disc (as in the specific construction describedand illustrated in the cited patent application) instead of a crank, theperipheral edge of the disc would maintain the latch element 24 elevatedduring the entire pivotal movement of the latch to fully open conditionin either direction. However, it is greatly preferred that the element29 not be a disc since such a disc would necessitate excavation of theground beneath the housing 14 with resultant disadvantages as stated atthe beginning of this specification. Accordingly, an improved mechanismis provided, in place of such a disc, for maintaining the latch element24 in upwardly supported or lifted condition (at or near the secondpredetermined elevation") during the entire period when crank 29 isshifted away from the latch bar (for example, to the fully openpositions of FIGS. 8 or 9).

The improved mechanism comprises a movable supporting means 49, theupper edge of which is generally semicircular, and which is pivotallymounted on a pivot support 51 connected to mounting plate 21. A notch 52is provided centrally in the upper semicircular edge region ofsupporting element 49, such notch having upwardly-divergent inclinedside walls as best shown in FIGS. 7-9.

To pivot the movable supporting element 49 to desired positions at whichthe semicircular edge portions thereof engage and support the lower edgeof latch 24, a link 53 is pivotally connected between the supportingelement 49 and the crank 29. As shown in FIG. 7, the lower end of link53 is pivoted to a crank region 50 which is laterally offset, when thegate is in closed condition, from the vertical plane containing latchelement (bar or plate) 24. Also, when the gate is in closed condition,as shown in FIG. 7, link 53 extends upwardly and to the right from pivotconnection 50, beneath the latch element 24, and to support element 49for pivotal connection thereto by means of a pin 55. The pin extendsthrough an elongated slot 54 in link 53, thus forming a lost-motionconnection from the link to support element 49.

The length of link 53, the positions of the pivots, the length of slot54, etc., are so correlated to each other and to the other elements thatone of the arcuate edge regions of support element 49 will be insupporting relationship beneath latch element 24 at all times when suchlatch element is not being supported on one of the regions 47 or 48 ofcrank 29. Thus, for example, FIG. 8 shows the supporting of latchelement 29 when the gate is pivoted ninety degrees in one direction fromvertical, whereas FIG. 9 shows the supporting relationship when the gateis pivoted ninety degrees in the opposite direction.

The only time latch element 24 is permitted to drop downwardly to itslatching position is when the gate is swung to the vertical (closed)position, due to the operation of spring-bias means next to bedescribed, so that the notch 28 and the notch 52 are both directlybeneath the lower edge of the latch element 24 as shown in FIGS. 3 and7. Then, and since the first latchactuating bar has dropped to itsinitial position as stated above, the gate will automatically latch.

CENTERING SPRING AND DAMPER MEANS The present apparatus incorporatescentering spring means which are highly effective to bias the gatetoward its upright position, yet are economical and rugged inmanufacture and use. The centering spring means comprises two tensionsprings 56 which diverge upwardly at equal angles on opposite sides of avertical plane containing the latch element 24 (which plane alsocontains the gate when in its closed condition).

The lower ends of both springs 56 are connected to a crank 57 on gateshaft 11. The upper ends of the springs are connected to support bars 58which extend between portions of the support frame 27. The springs 56tend to assume the positions shown in FIGS. 3 and 5, at which the crank57 and thus the gate 10 are vertically arranged.

When the gate is pivoted to open position in either direction, one ofthe springs 56 stretches more than the other and therefore exerts agreater return force than the other. The result is that, after thevehicle passes over the gate, it pivots upwardly to anaccuratelydetermined vertical position at which relatching of the gateby latch element 24 is readily effected.

When the vehicle is passing over the gate, it is undesirable to permitthe springs 56 to pivot the gate 10 upwardly rapidly, so that it dragson the underside of the vehicle after the front wheels have passed overthe gate. For this and other reasons (one of which is to facilitatere-latching of the gate), a hydraulic damper or snubbing means isprovided in the form of a hydraulic cylinder indicated at 59. The upperend of the hydraulic cylinder is pivotally connected to support frame27, whereas the lower end is pivotally connected to a vertical crank 60on gate shaft 11.

THE LOCK AND OPERATING STATIONS Referring next to FIG. 2, each of thelock and operating stations 18 is identical to the other, and comprisesa support frame 62 which is fixedly mounted on a post 63 set in concrete13. The support frame is generally angle-shaped and has two bearingportions 64 which slidably receive a rod 65, the latter being pivotallyconnected to one of the cables 36 or 37 (depending on which lock station18 is being described). An angle bar 66 is welded at one end to abearing 64, and has a tube 67 slidably mounted thereon. The tube iswelded on a leaf 68, the latter in turn being welded to the end of rod65.

A leaf 69, having a hole therethrough for a padlock, is welded adjacentthe bend in angle bar 66. Four tubes 71, 72, 73 and 74 are slidablymounted on bar 66, and each has connected thereto a leaf 76 the ends ofwhich are provided with holes for padlocks. The leaves 76 alternate witheach other, the arrangement being such that when padlocks are providedthrough all of the registered pairs of holes in the various leaves 69and 76, no longitudinal shifting of rod 65 is permitted, this beingbecause the left-most leaf 76 in FIG. 2 is locked to a leaf 77 on tube67. When, on the other hand, any one of the padlocks is removed, thechain is broken and the rod 65 is permitted to shift leftward to therebytension the associated cable 36 or 37 for purposes described above.

To shift the rod 65 to the left as viewed in FIG. 2, a bell crank lever78 is pivotally mounted at 79 to an arm 81 on support frame 62. The endof the bell crank lever is pivotally connected to the rod 65. The bellcrank lever 78 is one form of operating means for shifting the cable.

With the described locking and operating construction, when the vehicleis parked adjacent either station 18, the operator (driver) merelyremoves one of the padlocks (not shown) and then pulls on the long armof bell crank 78. This causes pivoting of the bell crank about pivot 79to shift rod 65 to the left, thereby tensioning the associated cable 36or 37 as desired. Thereafter, the operator pushes the bell crank leverarm backwardly to the position shown in FIG. 2, reinserts and relocksthe padlock, and then drives through the gate.

SUMMARY OF OPERATION It will first be assumed that the vehicle isapproaching gate from the right, as viewed in FIG. 1. The operator thenparks so that, while sitting in the drivers seat, he can reach the bellcrank 78 of lock station 18. He then removes one of the padlocks fromthe registered openings of FIG. 2, and pulls on the bell crank 78 toshift rod 65 and cable 36 to the left (FIG. 2) until he hears the soundof bell 43 (FIG. 6). When the bell is sounded, the operator knows thathe may re-pivot the bell crank 78 back to its initial position and thenreinsert and relock the padlock. This permits the cable 36 to go slack,but tensioning of the cable 36 is effected as soon as thelatch-actuating bar 31 shifts downwardly as described below.

When the bell 43 rings, it is known that the latchactuating bar 31 hasbeen shifted upwardly sufficiently so that shoulder 42 is past the rightsurface (FIG. 6) of latch element 24. Then, when the bell crank 78 andthus cable 36 are released by the operator, spring 34 and gravity shiftthe bar 31 to the left until shoulder 42 engages the right surface (FIG.6) of element 24. Latch element 24 is thus held at a first predeterminedelevation, which may correspond to one at which the lower surface ofelement 24 is at the elevation indicated in phantom line at E in FIG. 7.

The operator then slowly drives his vehicle against gate 10, causing thecrank 29 to pivot until the right cam surface 46 (FIG. 7) engages thelower edge of element 24 and earns it upwardly a second predetermineddistance to a second predetermined elevation. Thereafter, buttemporarily, the lower edge of element 24 rests on the region 47 ofcrank 29.

The operator then continues to drive his vehicle over the gate, forcingit to pivot through a ninety degree angle until crank 29 is in theposition shown in FIG. 8. This operates through link 53 to pivot thesupport element 49 until it is in supporting relationship under thelower edge of latch element 24, so that element 49 replaces the region47 in supporting the latch element.

After the vehicle has passed completely over the gate, the returnsprings 56 lift the crank 57 and thus gate 10 upwardly to verticalposition at a rate determined by the damper (hydraulic cylinder) 59.During the first part of this return movement, the element 49 isoperative to maintain latch 24 elevated, and during the latter part ofthe return operation the region 47 is operative to maintain the latchelevated.

As soon as the crank 29 is in its vertical position (FIG. 7), thenotches 28 and 52 are registered with each other and are disposedbeneath the lower edge of latch element 24. This permits the latchelement to drop downwardly to the latching position of FIG. 7, sincesuch downward movement is not impeded or prevented by the firstlatch-actuating bar 31. Such bar 31 is by then in its initial position,shown in FIGS. 3 and 6, since the spring 34 and gravity cooperate witheach other to shift the bar 31 downwardly to that position as soon asthe latch element 24 is lifted by the cam surface 46. Such lifting liftsthe bar 24 out of the way of shoulder 42, thereby permitting thedownward movement of bar 31.

When the vehicle returns through the gate, from a position to the leftof gate 10 as viewed in FIG. 1, the operation is similar to thatdescribed above, except that the other locking and operating station isemployed. The remaining cable 37 (which extends through pipe 38a) thenreplaces the cable 36 in effecting initial upward shifting oflatch-actuating element 31. Furthermore, since the gate 10 is pushed inthe opposite direction, the holding (supporting) mechanism operates asshown in FIG. 9 instead of in FIG. 8.

Reference is hereby made to my copending application Ser. No. 392,206,filed on even date herewith, for a Damper and Spring-Bias Mechanism forVehicle Gates. Said application is hereby incorporated by reference intothe present one, as though set forth in full.

The foregoing detailed description is to be clearly understood as givenby way of illustration and example only, the spirit and scope of thisinvention being limited solely by the appended claims.

I claim:

1. A vehicle gate mechanism, which comprises:

a. a vehicle gate element mounted in a roadway for pivotal movementabout a predetermined axis, said gate element being adapted, except whenin latched condition, to pivot to open condition when the front end of amotor vehicle pushes thereagainst,

b. a latch element,

0. means to movably mount said latch element for shifting between alatching position which latches said gate element against pivotalmovement and a releasing position which permits pivotal movement of saidgate element about said axis, said latch element being adapted to shiftback to said latching position unless held in another position,

d. mechanical operating means disposed on one side of said gate elementin a position such that the driver in the drivers seat of said vehiclecan, while said vehicle is positioned on said roadway and facing saidgate element, reach and move said operating means,

e. latch-actuating means adapted, when shifted from an initial locationto another location, to move said latch element to a releasing positionsuch that pushing on said gate by said vehicle will effect opening ofsaid gate,

said latch-actuating means being adapted to shift back to said initiallocation unless held in another location,

mechanical means to connect said operating means to said latchactuatingmeans,

whereby movement of said operating means causes shifting of saidlatch-actuating means to said other location permitting opening of saidgate, g. means to maintain said latch-actuating means in said otherlocation to thus cause said latchactuating means to maintain said latchelement at said releasing position,

whereby said operating means may be moved back to the initial positionthereof, without causing movement of said latch element to a latchingposition,

h. means responsive to pushing on said gate by said vehicle to releasesaid latch-actuating means and permit shifting thereof back to saidinitial location, and

i. means to pivot said gate element to closed condition after saidvehicle passes therethrough.

2. The invention as claimed in claim 1, in which said maintaining meansrecited in clause (g) is provided on said latch-actuating means recitedin clause (e).

3. The invention as claimed in claim 2, in which said latch-actuatingmeans comprises a latch-actuating element adapted to move upwardly at anincline when shifted by said connector means upon movement of saidoperating means, in which said latch element is supported on saidlatch-actuating element, and in which said maintaining means comprises astop on said latch-actuating element, said stop bearing against saidlatch element to prevent downward shifting of said latch-actuatingelement to the initial location thereof.

4. The invention as claimed in claim 3, in which said means recited inclause (h) comprises means to lift said latch element until said stop nolonger bears thereagainst, whereby to permit downward shifting of saidlatch-actuating element to the initial location thereof.

5. The invention as claimed in claim 1, in which additional means areprovided to maintain said latch element in a releasing position aftersaid vehicle pushes on said gate to open the same.

6. The invention as claimed in claim 1, in which said connector meansrecited in clause (f) comprises a flexible cable.

7. The invention as claimed in claim 6, in which said operating meansrecited in clause (d) comprises a lever connected to said cable.

8. The invention as claimed in claim 1, in which selectively-operatedlocking means are provided at said operating means to lock the sameagainst movement, said locking means being adapted to be unlocked by anauthorized driver of said vehicle.

9. A vehicle gate mechanism, which comprises:

a. a vehicle gate mounted on a pivot shaft for pivotal movement about apredetermined horizontal axis,

b. an upwardly extending crank on said shaft, said crank having alocking notch therein,

c. a latch element movably mounted above said crank for upward anddownward movement along a predetermined path, said latch element havinga lower position at which it is seated in said locking notch, thuspreventing pivoting of said crank and of said gate,

(1. mechanical operating means disposed on one side of said gate elementin a position such that the driver in the drivers seat of a motorvehicle can, while said vehicle is positioned on the roadway and facingsaid gate element, reach and move said operating means,

e. first latch-actuating means operated in response to movement of saidoperating means to lift said latch element to a first predeterminedelevation at which said latch element is out of said locking notch,means to interrelate said latch element and said first latch-actuatingmeans to cause the latter to remain at said predetermined elevationdespite re turn movement of said operating means to the initial positionthereof,

said interrelating means being adapted to release said firstlatch-actuating means in response to lifting of said latch element to asecond predetermined elevation higher than said first predeterminedelevation,

g. second latch-actuating means, responsive to pivotal movement of saidgate caused by pushing of said vehicle thereagainst, to lift said latchelement to said second predetermined elevation, and

h. means to pivot said gate to closed condition after said vehiclepasses therethrough.

10. The invention as claimed in claim 9, in which additional means areprovided to maintain said latch element at or near said secondpredetermined elevation while said gate is pivoted to a fully openposition, said additional means releasing said latch element to permitthe same to move downwardly into said locking notch as soon as said gatepivots to closed condition.

11. The invention as claimed in claim 10, in which said means recited inclause (h) is a spring means mounted above the surface of the roadway,and in which said additional means is a mechanism mounted above thesurface of the roadway.

12. The invention as claimed in claim 11, in which said mechanismcomprises a pivotally-mounted plate having edge regions adapted tosupport said latch element, and in which link means are provided toconnect said plate to said crank to cause pivoting of said plate whensaid shaft and crank pivot.

13. The invention as claimed in claim 9, in which said firstlatch-actuating means is a bar mounted for upward shifting along anincline in response to movement of said operating means, in which saidinterrelating means is a stop on said latch-actuating bar and adapted tobear against said latch element to prevent downward shifting of saidlatch-actuating bar until said latch element is lifted to said secondpredetermined elevation.

crank.

1. A vehicle gate mechanism, which comprises: a. a vehicle gate elementmounted in a roadway for pivotal movement about a predetermined axis,said gate element being adapted, except when in latched condition, topivot to open condition when the front end of a motor vehicle pushesthereagainst, b. a latch element, c. means to movably mount said latchelement for shifting between a latching position which latches said gateelement against pivotal movement and a releasing position which permitspivotal movement of said gate element about said axis, said latchelement being adapted to shift back to said latching position unlessheld in another position, d. mechanical operating means disposed on oneside of said gate element in a position such that the driver in thedriver''s seat of said vehicle can, while said vehicle is positioned onsaid roadway and facing said gate element, reach and move said operatingmeans, e. latch-actuating means adapted, when shifted from an initiallocation to another location, to move said latch element to a releasingposition such that pushing on said gate by said vehicle will effectopening of said gate, said latch-actuating means being adapted to shiftback to said initial location unless held in another location, f.mechanical means to connect said operating means to said latch-actuatingmeans, whereby movement of said operating means causes shifting of saidlatch-actuating means to said other location permitting opening of saidgate, g. means to maintain said latch-actuating means in said otherlocation to thus cause said latch-actuating means to maintain said latchelement at said releasing position, whereby said operating means may bemoved back to the initial position thereof, without causing movement ofsaid latch element to a latching position, h. means responsive topushing on said gate by said vehicle to release said latch-actuatingmeans and permit shifting thereof back to said initial location, and i.means to pivot said gate element to closed condition after said vehiclepasses therethrough.
 2. The invention as claimed in claim 1, in whichsaid maintaining means recited in clause (g) is provided on saidlatch-actuating means recited in clause (e).
 3. The invention as claimedin claim 2, in which said latch-actuating means comprises alatch-actuating element adapted to move upwardly at an incline whenshifted by said connector means upon movement of said operating means,in which said latch element is supported on said latch-actuatingelement, and in which said maintaining means comprises a stop on saidlatch-actuating element, said stop bearing against said latch element toprevent downward shifting of said latch-actuating element to the initiallocation thereof.
 4. The invention as claimed in claim 3, in which saidmeans recited in clause (h) comprises means to lift said latch elementuntil said stop no longer bears thereagainst, whereby to permit downwardshifting of said latch-actuating element to the initial locationthereof.
 5. The invention as claimed in claim 1, in which additionalmeans are provided to maintain said latch element in a releasingposition after said vehicle pushes on said gate to open the same.
 6. Theinvention as claimed in claim 1, in which said connector means recitedin clAuse (f) comprises a flexible cable.
 7. The invention as claimed inclaim 6, in which said operating means recited in clause (d) comprises alever connected to said cable.
 8. The invention as claimed in claim 1,in which selectively-operated locking means are provided at saidoperating means to lock the same against movement, said locking meansbeing adapted to be unlocked by an authorized driver of said vehicle. 9.A vehicle gate mechanism, which comprises: a. a vehicle gate mounted ona pivot shaft for pivotal movement about a predetermined horizontalaxis, b. an upwardly extending crank on said shaft, said crank having alocking notch therein, c. a latch element movably mounted above saidcrank for upward and downward movement along a predetermined path, saidlatch element having a lower position at which it is seated in saidlocking notch, thus preventing pivoting of said crank and of said gate,d. mechanical operating means disposed on one side of said gate elementin a position such that the driver in the driver''s seat of a motorvehicle can, while said vehicle is positioned on the roadway and facingsaid gate element, reach and move said operating means, e. firstlatch-actuating means operated in response to movement of said operatingmeans to lift said latch element to a first predetermined elevation atwhich said latch element is out of said locking notch, f. means tointerrelate said latch element and said first latch-actuating means tocause the latter to remain at said predetermined elevation despitereturn movement of said operating means to the initial position thereof,said interrelating means being adapted to release said firstlatch-actuating means in response to lifting of said latch element to asecond predetermined elevation higher than said first predeterminedelevation, g. second latch-actuating means, responsive to pivotalmovement of said gate caused by pushing of said vehicle thereagainst, tolift said latch element to said second predetermined elevation, and h.means to pivot said gate to closed condition after said vehicle passestherethrough.
 10. The invention as claimed in claim 9, in whichadditional means are provided to maintain said latch element at or nearsaid second predetermined elevation while said gate is pivoted to afully open position, said additional means releasing said latch elementto permit the same to move downwardly into said locking notch as soon assaid gate pivots to closed condition.
 11. The invention as claimed inclaim 10, in which said means recited in clause (h) is a spring meansmounted above the surface of the roadway, and in which said additionalmeans is a mechanism mounted above the surface of the roadway.
 12. Theinvention as claimed in claim 11, in which said mechanism comprises apivotally-mounted plate having edge regions adapted to support saidlatch element, and in which link means are provided to connect saidplate to said crank to cause pivoting of said plate when said shaft andcrank pivot.
 13. The invention as claimed in claim 9, in which saidfirst latch-actuating means is a bar mounted for upward shifting alongan incline in response to movement of said operating means, in whichsaid interrelating means is a stop on said latch-actuating bar andadapted to bear against said latch element to prevent downward shiftingof said latch-actuating bar until said latch element is lifted to saidsecond predetermined elevation.
 14. The invention as claimed in claim13, in which said second latch-actuating means comprises cam means onsaid crank.
 15. The invention as claimed in claim 14, in which said cammeans on said crank comprises extensions of the walls of said lockingnotch.
 16. The invention as claimed in claim 9, in which said secondlatch-actuating means is provided on said crank.